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Search indexed NASA NTRS and DOE OSTI research on propulsion, heat transfer, battery materials and energy systems. Follow report and document links to the original sources.

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At least 19 records
All sourcesNASA NTRSDOE OSTI
NASA NTRS2017

4BMS-X Design and Test Activation

In support of the NASA goals to reduce power, volume and mass requirements on future CO2 (Carbon Dioxide) removal systems for exploration missions, a 4BMS (Four Bed Molecular Sieve) test bed was fabricated and activated at the NASA Marshall Space Flight Center. The 4BMS-X (Four Bed Molecular Sieve-Exploration) test bed used components similar in size, spacing, and function to those on the flight ISS flight CDRA system, but were assembled in an open framework. This open framework allows for quick integration of changes to components, beds and material systems. The test stand is highly instrumented to provide data necessary to anchor predictive modeling efforts occurring in parallel to testing. System architecture and test data collected on the initial configurations will be presented.

Peters, Warren T.↗
DOE OSTI2021

A portable X-pinch design for x-ray diagnostics of warm dense matter

We describe the design and x-ray emission properties (temporal, spatial, and spectral) of Dry Pinch I, a portable X-pinch driver developed at Imperial College London. Dry Pinch I is a direct capacitor discharge device, 300 × 300 × 700 mm3 in size and ∼50 kg in mass, that can be used as an external driver for x-ray diagnostics in high-energy-density physics experiments. Among key findings, the device is shown to reliably produce 1.1 ± 0.3 ns long x-ray bursts that couple ∼50 mJ of energy into photon energies from 1 to 10 keV. The average shot-to-shot jitter of these bursts is found to be 10 ± 4.6 ns using a combination of x-ray and current diagnostics. The spatial extent of the x-ray hot spot from which the radiation emanates agrees with previously published results for X-pinches—suggesting a spot size of 10 ± 6 µm in the soft energy region (1–10 keV) and 190 ± 100 µm in the hard energy region (>10 keV). These characteristics mean that Dry Pinch I is ideally suited for use as a probe in experiments driven in the laboratory or at external facilities when more conventional sources of probing radiation are not available. At the same time, this is also the first detailed investigation of an X-pinch operating reliably at current rise rates of less than 1 kA/ns.

47 OTHER INSTRUMENTATION↗
NASA NTRS2003

Equal-Curvature X-ray Telescope Designs for Constellation-X Mission

We study grazing incidence Equal-Curvature telescope designs for the Constellation-X mission. These telescopes have nearly spherical axial surfaces. The telescopes are designed so that the axial curvature is the same on the primary and secondary. The optical performance of these telescopes is for all practical purposes identical to the equivalent Wolter telescopes.

Saha, Timo T.↗
NASA NTRS1993

Natural environment application for NASP-X-30 design and mission planning

The NASA/MSFC Mission Analysis Program has recently been utilized in various National Aero-Space Plane (NASP) mission and operational planning scenarios. This paper focuses on presenting various atmospheric constraint statistics based on assumed NASP mission phases using established natural environment design, parametric, threshold values. Probabilities of no-go are calculated using atmospheric parameters such as temperature, humidity, density altitude, peak/steady-state winds, cloud cover/ceiling, thunderstorms, and precipitation. The program although developed to evaluate test or operational missions after flight constraints have been established, can provide valuable information in the design phase of the NASP X-30 program. Inputting the design values as flight constraints the Mission Analysis Program returns the probability of no-go, or launch delay, by hour by month. This output tells the X-30 program manager whether the design values are stringent enough to meet his required test flight schedules.

Johnson, D. L.↗
NASA NTRS2008

Computational Fluid Dynamics Analysis Success Stories of X-Plane Design to Flight Test

Examples of the design and flight test of three true X-planes are described, particularly X-plane design techniques that relied heavily on computational fluid dynamics(CFD) analysis. Three examples are presented: the X-36 Tailless Fighter Agility Research Aircraft, the X-45A Unmanned Combat Air Vehicle, and the X-48B Blended Wing Body Demonstrator Aircraft. An overview is presented of the uses of CFD analysis, comparison and contrast with wind tunnel testing, and information derived from CFD analysis that directly related to successful flight test. Lessons learned on the proper and improper application of CFD analysis are presented. Highlights of the flight-test results of the three example X-planes are presented. This report discusses developing an aircraft shape from early concept and three-dimensional modeling through CFD analysis, wind tunnel testing, further refined CFD analysis, and, finally, flight. An overview of the areas in which CFD analysis does and does not perform well during this process is presented. How wind tunnel testing complements, calibrates, and verifies CFD analysis is discussed. Lessons learned revealing circumstances under which CFD analysis results can be misleading are given. Strengths and weaknesses of the various flow solvers, including panel methods, Euler, and Navier-Stokes techniques, are discussed.

Cosentino, Gary B.↗
NASA NTRS2007

CFD to Flight: Some Recent Success Stories of X-plane Design to Flight Test at the NASA Dryden Flight Research Center

Several examples from the past decade of success stories involving the design and ight test of three true X-planes will be described: in particular, X-plane design techniques that relied heavily upon computational fluid dynamics (CFD). Three specific examples chosen from the authors personal experience are presented: the X-36 Tailless Fighter Agility Research Aircraft, the X-45A Unmanned Combat Air Vehicle, and, most recently, the X-48B Blended Wing Body Demonstrator Aircraft. An overview will be presented of the uses of CFD analysis, comparisons and contrasts with wind tunnel testing, and information derived from the CFD analysis that directly related to successful flight test. Some lessons learned on the proper application, and misapplication, of CFD are illustrated. Finally, some highlights of the flight-test results of the three example X-planes will be presented. This overview paper will discuss some of the authors experience with taking an aircraft shape from early concept and three-dimensional modeling through CFD analysis, wind tunnel testing, further re ned CFD analysis, and, finally, flight. An overview of the key roles in which CFD plays well during this process, and some other roles in which it does not, are discussed. How wind tunnel testing complements, calibrates, and verifies CFD analysis is also covered. Lessons learned on where CFD results can be misleading are also given. Strengths and weaknesses of the various types of ow solvers, including panel methods, Euler, and Navier-Stokes techniques, are discussed. The paper concludes with the three specific examples, including some flight test video footage of the X-36, the X-45A, and the X-48B.

Cosentino, Gary B.↗
NASA NTRS2007

CFD to Flight: Some Recent Success Stories of X-Plane Design to Flight Test at the NASA Dryden Flight Research Center

Several examples from the past decade of success stories involving the design and flight test of three true X-planes will be described: in particular, X-plane design techniques that relied heavily upon computational fluid dynamics (CFD). Three specific examples chosen from the author s personal experience are presented: the X-36 Tailless Fighter Agility Research Aircraft, the X-45A Unmanned Combat Air Vehicle, and, most recently, the X-48B Blended Wing Body Demonstrator Aircraft. An overview will be presented of the uses of CFD analysis, comparisons and contrasts with wind tunnel testing, and information derived from the CFD analysis that directly related to successful flight test. Some lessons learned on the proper application, and misapplication, of CFD are illustrated. Finally, some highlights of the flight-test results of the three example X-planes will be presented. This overview paper will discuss some of the author s experience with taking an aircraft shape from early concept and three-dimensional modeling through CFD analysis, wind tunnel testing, further refined CFD analysis, and, finally, flight. An overview of the key roles in which CFD plays well during this process, and some other roles in which it does not, are discussed. How wind tunnel testing complements, calibrates, and verifies CFD analysis is also covered. Lessons learned on where CFD results can be misleading are also given. Strengths and weaknesses of the various types of flow solvers, including panel methods, Euler, and Navier-Stokes techniques, are discussed. The paper concludes with the three specific examples, including some flight test video footage of the X-36, the X-45A, and the X-48B.

Cosentino, Gary B.↗
NASA NTRS1998

Hyper-X Engine Design and Ground Test Program

The Hyper-X Program, NASA's focused hypersonic technology program jointly run by NASA Langley and Dryden, is designed to move hypersonic, air-breathing vehicle technology from the laboratory environment to the flight environment, the last stage preceding prototype development. The Hyper-X research vehicle will provide the first ever opportunity to obtain data on an airframe integrated supersonic combustion ramjet propulsion system in flight, providing the first flight validation of wind tunnel, numerical and analytical methods used for design of these vehicles. A substantial portion of the integrated vehicle/engine flowpath development, engine systems verification and validation and flight test risk reduction efforts are experimentally based, including vehicle aeropropulsive force and moment database generation for flight control law development, and integrated vehicle/engine performance validation. The Mach 7 engine flowpath development tests have been completed, and effort is now shifting to engine controls, systems and performance verification and validation tests, as well as, additional flight test risk reduction tests. The engine wind tunnel tests required for these efforts range from tests of partial width engines in both small and large scramjet test facilities, to tests of the full flight engine on a vehicle simulator and tests of a complete flight vehicle in the Langley 8-Ft. High Temperature Tunnel. These tests will begin in the summer of 1998 and continue through 1999. The first flight test is planned for early 2000.

Voland, R. T.↗
NASA NTRS1992

Volume 1. Preliminary design study: AXAF x ray calibration spectrometers. Volume 2. Revised preliminary design study: AXAF x ray calibration spectrometers

The objective of this work was to provide a preliminary design concept for a Flux Monitor Spectrometer (FMS) for use at the X Ray Astrophysics Facility (XRAF) during High Resolution Mirror Assembly (HRMA) testing that met the requirements of SAO-AXAF-88-025 dated July 31, 1991. The calibration test team determined that the spectral resolution of the FMS had to be greater than or equal to twice that of all the AXAF spectrometers throughout the 0.1 to 10 KeV range of x-ray energies. Since this effectively doubled the resolution required by SAO-AXAF-88-025, a change order was approved by the Marshall Space Flight Center and given to Radiation Sciences to revise their study.

Source record↗
NASA NTRS2000

NASA's Hyper-X Program

This paper provides an overview of the objectives and status of the Hyper-X program which is tailored to move hypersonic, airbreathing vehicle technology from the laboratory environment to the flight environment, the last stage preceding prototype development. The first Hyper-X research vehicle (HXRV), designated X-43, is being prepared at the Dryden Flight Research Center for flight at Mach 7 in the near future. In addition, the associated booster and vehicle-to-booster adapter are being prepared for flight and flight test preparations are well underway. Extensive risk reduction activities for the first flight and non-recurring design for the Mach 10 X-43 (3rd flight) are nearing completion. The Mach 7 flight of the X-43 will be the first flight of an airframe-integrated scramjet-powered vehicle.

Rausch, Vincent L.↗
NASA NTRS2001

Hyper-X Program Status

This paper provides an overview of the objectives and status of the Hyper-X program, which is tailored to move hypersonic, airbreathing vehicle technology from the laboratory environment to the flight environment. The first Hyper-X research vehicle (HXRV), designated X-43, is being prepared at the Dryden Flight Research Center for flight at Mach 7. Extensive risk reduction activities for the first flight are completed, and non-recurring design activities for the Mach 10 X-43 (3rd flight) are nearing completion. The Mach 7 flight of the X-43, in the spring of 2001, will be the first flight of an airframe-integrated scramjet-powered vehicle. The Hyper-X program is continuing to plan follow-on activities to focus an orderly continuation of hypersonic technology development through flight research.

McClinton, Charles R.↗
NASA NTRS2001

Hyper-X Program Status

This paper provides an overview of the objectives and status of the Hyper-X program, which is tailored to move hypersonic, airbreathing vehicle technology from the laboratory environment to the flight environment. The first Hyper-X research vehicle (HXRV), designated X-43. is being prepared at the Dryden Flight Research Center for flight at Mach 7. Extensive risk reduction activities for the first flight are completed, and non-recurring design activities for the Mach 10 X-43 (3rd flight) are nearing completion. The Mach 7 flight of the X-43, in the spring of 2001, will be the first flight of an airframe-integrated scramjet-powered vehicle. The Hyper-X program is continuing to plan follow-on activities to focus an orderly continuation of hypersonic technology development through flight research.

C. R. McClinton↗
NASA NTRS2001

Hyper-X Program Status

This paper provides an overview of the objectives and status of the Hyper-X program, which is tailored to move hypersonic, airbreathing vehicle technology from the laboratory environment to the flight environment. The first Hyper-X research vehicle (HXRV), designated X-43, is being prepared at the Dryden Flight Research Center for flight at Mach 7. Extensive risk reduction activities for the first flight are completed, and non-recurring design activities for the Mach 10 X-43 (third flight) are nearing completion. The Mach 7 flight of the X-43, in the spring of 2001, will be the first flight of an airframe-integrated scramjet-powered vehicle. The Hyper-X program is continuing to plan follow-on activities to focus an orderly continuation of hypersonic technology development through flight research.

McClinton, Charles R.↗
NASA NTRS2019

Minimizing Sonic Boom Through Simulation-Based Design: The X-59 Airplane

One of NASA’s six Strategic Thrusts for aeronautics is “Innovation in Commercial Supersonic Aircraft,” with a vision of fast air travel widely available to the traveling public. Future supersonic aircraft will be efficient, affordable, and environmentally responsible, generating an acceptable level of en-route noise (sonic booms). The first major step is the ongoing construction of the new X-59 Quiet SuperSonic Technology X-plane to demonstrate technologies that reduce sonic booms to gentle thumps. By using highresolution Cart3D computational fluid dynamics simulations, the shape of the aircraft can be designed to control the non-linear interactions of shock waves to reduce the sonic boom noise on the ground to within outdoor ambient levels, thereby enabling supersonic overland flight.

Nemec, Marian↗
NASA NTRS1990

On domains of convergence in optimization problems

Numerical optimization algorithms require the knowledge of an initial set of design variables. Starting from an initial design x(sup 0), improved solutions are obtained by updating the design iteratively in a way prescribed by the particular algorithm used. If the algorithm is successful, convergence is achieved to a local optimal solution. Let A denote the iterative procedure that characterizes a typical optimization algorithm, applied to the problem: Find x belonging to R(sup n) that maximizes f(x) subject to x belonging to Omega contained in R(sup n). We are interested in problems with several local maxima (x(sub j))(sup *), j=1, ..., m, in the feasible design space Omega. In general, convergence of the algorithm A to a specific solution (x(sub j))(sup *) is determined by the choice of initial design x(sup 0). The domain of convergence D(sub j) of A associated with a local maximum (x(sub j))(sup *) is a subset of initial designs x(sup 0) in Omega such that the sequence (x(sup k)), k=0,1,2,... defined by x(sup k+1) = A(x(sup k)), k=0,1,... converges to (x(sub j))(sup *). The set D(sub j) is also called the basin of attraction of (x(sub j))(sup *). Cayley first proposed the problem of finding the basin of attraction for Newton's method in 1897. It has been shown that the basin of attraction for Newton's method exhibits chaotic behavior in problems with polynomial objective. This implies that there may be regions in the feasible design space where arbitrarily close starting points will converge to different local optimal solutions. Furthermore, the boundaries of the domains of convergence may have a very complex, even fractal structure. In this paper we show that even simple structural optimization problems solved using standard gradient based (first order) algorithms exhibit similar features.

Diaz, Alejandro R.↗